• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.6
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• pp.822-831
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• 2021

Although programs have been developed to evaluate the risk of dragging anchors, it is practically difficult for VTS(vessel traffic service) operators to calculate and evaluate these risks by obtaining input factors from anchored ships. Therefore, in this study, the gross tonnage (GT) that could be easily obtained from the ship by the VTS operators was set as an independent variable, and linear and nonlinear regression analyses were performed using the input factors as the dependent variables. From comparing the fit of the polynomial model (linear) and power series model (nonlinear), the power series model was evaluated to be more suitable for all input factors in the case of container ships and bulk carriers. However, in the case of tanker ships, the power supply model was suitable for the LBP(length between perpendiculars), width, and draft, and the polynomial model was evaluated to be more suitable for the front wind pressure area, weight of the anchor, equipment number, and height of the hawse pipe from the bottom of the ship. In addition, all other dependent variables, except for the front wind pressure area factor of the tanker ship, showed high degrees of fit with a coefficient of determination (R-squared value) of 0.7 or more. Therefore, among the input factors of the dragging anchor risk assessment program, all factors except the external force, seabed quality, water depth, and amount of anchor chain let out are automatically applied by the regression analysis model formula when only the GT of the ship is provided.

• Journal of Korea Port Economic Association
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• v.36 no.4
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• pp.17-30
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• 2020

In the shipping industry, it is essential to engage in the preemptive prediction of freight rate volatility through market monitoring. Considering that freight rates have already started to fall, the loss of shipping companies will soon be uncontrollable. Therefore, in this study, factors affecting the freight rates of bulk carriers, which have relatively large freight rate volatility as compared to container freight rates, were quantified and analyzed. In doing so, we intended to contribute to future shipping market monitoring. We performed an analysis using a vector error correction model and estimated the influence of six independent variables on the charter rates of bulk carriers by Handy Size, Supramax, Panamax, and Cape Size. The six independent variables included the bulk carrier fleet volume, iron ore traffic volume, ribo interest rate, bunker oil price, and Euro-Dollar exchange rate. The dependent variables were handy size (32,000 DWT) spot charter rates, Supramax 6 T/C average charter rates, Pana Max (75,000 DWT) spot charter, and Cape Size (170,000 DWT) spot charter. The study examined charter rates by size of bulk carriers, which was different from studies on existing specific types of ships or fares in oil tankers and chemical carriers other than bulk carriers. Findings revealed that influencing factors differed for each ship size. The Libo interest rate had a significant effect on all four ship types, and the iron ore traffic volume had a significant effect on three ship types. The Ribo rate showed a negative (-) relationship with Handy Size, Supramax, Panamax, and Cape Size. Iron ore traffic influenced three types of linearity, except for Panamax. The size of shipping companies differed depending on their characteristics. These findings are expected to contribute to the establishment of a management strategy for shipping companies by analyzing the factors influencing changes in the freight rates of charterers, which have a profound effect on the management performance of shipping companies.

• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.205-212
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• 2007

Due to the construction of Incheon Grand Bridge, there is driven a necessity for rearranging the function of Inner Port with the development of Outer South Port. In this paper, I'd like to simulate the port operation levels of Lock Gate in Inner Port with estimating the traffic volumes of 2011 and 2015, which will reveal the Demurrage Cost and the Accumulation Cost of Freight in Inner Port. Finally I will evaluate the economic movement effects of the container ship's calling from Inner port to South Port/Outer South Port from 2011 to 2015. The results are as followings ; (1) The average utilization of Lock Gates are reduced by $7\sim8$ percentage point. (2) The mean queueing value are saved by 25 percentage point. (3) The Demurrage Cost and the Accumulation Cost of Freight except Lock Gate charges and the Benefit of Routeing Reduction are saved about 800 million Won annually.

• Journal of Navigation and Port Research
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• v.36 no.10
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• pp.883-888
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• 2012

Recently, the logistics industry in Asia is growing rapidly mostly with Chinese economic development. A variety of studies have been carried out to reduce the logistic cost under the situation that the global freight traffic continues to increasing. The Short Sea Shipping(SSS) system, a multi modal transport system centered around coastal shipping to realize high value-added logistics, achieved considerable success in EU. To implement the SSS system in Korea, it is necessary to develop the various essential technologies related to development of efficient ships and port facilities, including equipment for loading and unloading containers, operating and managing systems for freight terminals and technologies for tracking and securing containers. The present paper focuses on the survey of the current essential technologies available for implementation of the SSS system and suggests the direction of future development in the technologies.

• Structural Monitoring and Maintenance
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• v.10 no.1
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• pp.25-42
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• 2023

Despite the significance of ports as critical economic infrastructure, the berth facilities usually deteriorate due to heavy loading, unloading, aging, environmental weather conditions, marine growths, and lack of efficient maintenance management. Marine berths require proactive maintenance management to limit deterioration and defects as no berth facility is maintenance-free. Thus, delay in carrying out maintenance work for the marine berths can be devastating to the operational process involving ship entry, loading, and unloading operations. The aim of this research is to coordinate both operations work, and maintenance works that take place inside the berth of a local industrial port in Saudi Arabia, by developing a novel framework that integrates both works without affecting the efficiency and functionality of the berth. The study focused on defining the operational process of the port and identifying the elements with direct and indirect effects. In addition to determining the priority for the entry of ships inside the berth, it also identified the factors involved in designing a framework that included maintenance work as a component of the monthly berth occupancy schedule. By applying a mathematical model, a framework was established, which includes all the important elements of the process. As a result of the mathematical method formulation process, a database was designed that organizes and coordinates the operations of all berths within the port. This creates time to carry out the required maintenance work monthly as well as ease of coordination with the contractors responsible for the implementation of those works.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.6
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• pp.11-51
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• 1993

This study is focused on the problems and the suggestions of proper ideas for solving them which are arisen from appling CIF, Incoterms 1990 into the contract of sale after reviewing of the contents of traditional CIF contract and the main changes of CIF, Incoterms 1990. This study summerized as follows: First, when the seller provide the buyer with non-negotiable sea waybill or inland waterway document instead of negotiable bill of lading, it is my feeling that the essence of symbolic delivery in traditional CIF contract is fading. And if the buyer has paid for the goods in advance, or a bank wishes to use the goods as security for a loan extended to the buyer, it is not sufficient that the buyer or the bank be named as consignee in a non-negotiable document. This is true because the seller by new instractions to the carrier could replace the named consignee with someone else. To protect the buyer or the bank it is therefore necessary that the original instructions from the seller to the carrier to deliver the goods to the named consignee be irrevocable. Second, CIF term can only be used for sea and inland waterway transport. When the ship's rail serves no practical purposes such as in the case of roll-on/roll-off or container traffic, CIP term instead of CIF term is more appropriate to use. Third, the EDI method still contains many legal and technical problems to be solved in order to be used thoroughly' in the international sale of goods. Therefore, the parties wishing to replace the traditional paper-based trade documents by electronic messages must exchange the agreement on EDI each other in order to prevent and sol ye unexpected problems. Forth, it may be that the goods are to be carried in bulk without such marking or naming of consignee as would amount to appropriation. Then the risk will not pass until effective appropriation has been made. Therefore, the seller needs to appropriate by issuing of separate bills of lading or delivery orders for parts of the bulk cargo. And in case the goods are bought while they are carried at sea, some problems on the passing of risk would arise. One possibility is that the buyer might have to assume risks which have already occured at the time when the contract of sale is entered into force. The other possibility would be to let the pissing of the risk concide with the time when the contract of sale is concluded. The parties are advised to ascertain the applicable law and any solution which might follow there form. Finally, Incoterms are restricted to deal with the main principles for the division of functions, costs and risks between the parties and the rest is left to their individual contract as supplemented by the custom of the trade, the individual terms of the contract of sale and the applicable law. Thus, the parties are advised to ascertain the applicable law on their individual contract of sale in order to solve the problems on the transfer of property, the remedy and so on.